Preflight is super important! I'm about a 156 hour pilot with my Private and a fresh Instrument rating, and so far I think I've had to cancel two flights due to something coming up during the preflight, and a bad mag check. Better safe than sorry!
your videos are criminally underrated in a world where literally everything in aviation is overpriced. thank you for making GA that much cheaper, because everyone deserves to experience the joy of learning to fly
It’s almost like you’re reading my mind on what I would like for video content… Once I become a pilot, I will definitely give you credit for all the ways you have helped me on my journey…
I was taught to rock the wings when approaching the airplane. If the tanks aren't full, there could be condensation on the tank walls so the sloshing fuel would pull the water into the fuel. Then sump the tanks last, which gives any water enough time to sink to the bottom of the tanks.
GAS CAPS - When removing cap listen for air escaping or sucking. If there is air moving the Gas cap vents are blocked - insects or ice. No venting - no fuel flow
I usually grab the propeller with both hands, one on each blade at the spinner, and then put 1 foot on the nose tire and pull down with my weight and let it bounce back up. This way you can see if the strut is functioning properly. It should bounce up once. Sometimes followed by a small dip and then return to 3 to 4 inches of metal showing. It will also ensure the bushing on the frame is not dry, rotted, and creaky. One thing that I have noticed one time is, I took the propeller with each hand by the root. I just gave a side shake to make sure the engine mounts are not loose. I have found them loose before on some aircraft. Oh, and when on the ladder securing your fuel cap, that would be a great time to look both ways across the top of the wings for any buckling metal, frost, if it’s cold outside, or any abnormality, or damage on the leading edge above your normal eyesight. When you get to the rear of the plane, you want to look underneath the entire length of the fuselage to see if anything was dented or bent by a possible strike of FOD on the runway or landing hard I had buckling the fuselage. Well dude, you forgot the most important thing. You never checked your ARROW. What if the FAA was walking on the ramp and asked you about your airworthiness?
A few things you missed in the back :D 1. counterweights in the elevator (both left and right side) (top most outside part of the elevator "biting" into the elevator wing structure) 2. counterweight in the rudder (most top and front of the rudder - you can see it show when you move rudder just a little and look to the top of the rudder part sticking outside now) 3. pitch trim on the elevator (if present) should be moving as you move elevator up and down Also thanks! I somehow was checking prop incorrectly all that time!
I wasn’t taught to check the nav lights or turn on the gyros. Great, great common sense instructions. If I ever get the money to fly I will be doing those things you taught me. Thank you for the time you spent doing this for aviation safety. It is people like you that make a difference.
I have 1.4 hours under my belt (hehe). I found your videos by chance and LOVE how thorough you are! Outside of my instructor and online ground school-- you have been my go-to guy! Thanks for the time and effort you put into these videos!!
You have provided a comprehensive walkthrough of the pre-flight inspection for a Cessna 172 it is really awesome you have covered key elements such as cockpit checks, fuel inspection, landing gear, ailerons and I learnt a lot from this video about Cessna 172, I have a RV 12 - Vans Aircraft.
Another great video, I like they way you hold the aileron with 1 hand while checking fasteners with the other, one gust of wind and you can kiss your finger goodbye. I would add while checking the horizontal stabilizer I have seen on both a 150 & 172 where the torque tubes join the bellcrank (center) be loose, I stand behind the rudder and grab the trailing edge of each elevator and see if there is any play in the opposite direction (up/down) from each other
GREAT video- love your content! One thing I like to do is hake the wingtips- if they fall off before you fly-- you should not fly! Also , when checking ailerons- don't stand underneath when raising them, or eventually you will get a bunch of water in your face or on your head lol :)
Good job. Got my ppl and until I started working as an airplane mechanic. I realized I really hadn’t known what I was looking at as a student. Most instructors likely don’t either 😂😂
Josh, personally I prefer the taste of 130 octane over 80 or 100LL, especially 100LL, got to have lead in my pencil. LOL!!! Great refresher and you pointed out a few things I have not committed to memory. Good to have that checklist to back you up!
@@FreePilotTraining I deliver Fuel for a living. I’m often asked a question, Do you deliver diesel and gas at the same time? I say naturally and they ask me how do I know when the diesels coming out versus the gas? I tell him I look for the change in color and immediately shut the valve and then switch tanks. When they asked me how I could tell the difference between premium and regular I say the taste. But I tell them don’t worry it’s all 100% gluten-free! By the way, Jet A works wonders on your constitution as a probiotic.
ahhh Mann luv these old 172 switches for switches . The oldest 172 I ever been in was where the flap indicator you had to look outside cause on the panel there was no indicator just push down or push up flick flick for the flaps early 70s I beleive and of course another AWESOME INSTRUTIONAL VIDEO THANK YOU. No taxi lights needed now ?? oh
Yeah, I don’t trust that gauge. I still look at my flaps lol. Nope, taxi lights are never required for anything, but they’re certainly nice to help you see at night!
Great video. I’m a retired Boilermaker Local 83, we always had to take drug tests on the job, we were all standing in line with a cup of urine waiting to give the nurse, we had this Boilermaker, nicknamed Worm, who put apple juice in his cup, when it was Worm’s turn to give his cup to the nurse, he looked at her and said, I’m gunna run it through again. This was at a nuke, 2 security guards escorted him off the property. Simply awesome.
Great video Josh. A good quality, detailed video on how to properly do a preflight. Side note, if you are as tall as I am you can see the fuel tank caps and even put them on standing flatfooted on the ground. 😂. Only downside is have to be a contortionist to get in the plane. 😂. Thank you for all the extremely hard work you put into your videos. Keep up the excellent work. Safe skies my friend 🇺🇸🛩️
You'll drink Aviation Fuel, but won't Kiss the Static Ports? C'mon guy she wants it, LOL! To be serious, this was a fantastic video! At first I balked at the 24 minutes, but it was actually no-nonsense and very informative. For example, the BACK of the propeller pushes the air and most likely to have the damage if at all, I DIDN'T KNOW THAT!! Perfect! Now my walk-arounds will be more purposeful and complete!
I was curios how getting a Private Pilot's Certificate compares to getting a Commercial Driver's License Class A. Both require a pre-trip inspection that are identical in many ways! Thanks for explaining an airplane pre-trip to a truck driver!
Oh, and there’s the rub. Fuel gauges must be operational but nothing about accurate. One other thing to note on some aircraft that are rentals. Leaving the master switch on can run the Hobbs time which leads to increased cost of a rental. Do your checks thoroughly, but as quick as possible and then get that master switch off. 80 octane! That fuel looked awful blue to me!
@@FreePilotTraining That was my understanding. I remember my CFI saying that every time I looked at the gauge with worry, anyways. :D After my first solo XC I saw that it looked like it was only feeding from the left tank when the fuel selector was on both. Once again CFI says, "Don't worry about that. It does that." I find it funny that considering how crucial fuel is to your ability to stay in the air, they seem so nonchalant about how horrible they are at their job.
The Hobbs meter is (usually) wired to the battery side of the contactor, through an oil pressure switch. The Hobbs will run anytime the engine is operating, whether or not the master is on. Check the electrical system diagram in the POH for your particular aircraft to be sure.
@@johnopalko5223 that is true for the most part. The last dozen or so planes I flew were wired that way. I did belong to a Club that actually wire their Hobbs meter directly to the master switch. If you left the switch on your Hobbs was running. That’s not the way it supposed to be but when you don’t own it and you’re charging for it, you get to do what you want.
Hi Josh, I loved the video. I am truly excited about becoming a pilot. Already signed up and making it happen. Your video's are so educational and easy to understand. Thank you so much! Much Love, ❤Stormi
Great pre-flight video. Thanks for demoing the water in the fuel sample. Always wondered what it would look like. It really burned when I drank the fuel though😂
Hi, Josh. Love the comment from you and the other person with blue Gatotade and appt with God earlier than planned. Question though....that aircraft uses 80 octane? I only knew of 87 octane being the lowest. Safety matters: When exiting the aircraft after lowering flaps, make sure you don't bang your head into it. (Unfortunately voice of experience...too many times over) 😮😅 Also, if aircraft not hangered, when checking ailerons, you may want to use another hand to ensure the ailerons won't catch a gust of wind unexpectedly-- or you may be checking something else along with nuts and bolts.... to see how many fingers you may be missing. Also, one other thing unrelated but I believe is on the checklist. I believe it reads "windows and doors secured". But is there a problem with fliyng with windows opened for better ventilation? I find when I fly with a friend, we fly with windows opened which in turn doesn't cause the static sound you hear when using only the ports for "air conditioning" coming into the headset microphones. I also find it to be more comfortable in the extreme heats in south Florida. (I've also flown in R22s with doors off.) So in short, would the DPE frown on that during checkride in 172?? Thank you again. Always great and entertaining watching your videos. Take care and have a great day. -- Matthew
Yeah, I regularly use ethanol free gas in the plane. I use 87 octane though. I’m not sure why those stickers say 80. I’m sure it’s part of the STC, but I haven’t spent a lot of time looking at that. As far as the windows go, there’s nothing wrong with flying with them open if the POH allows. I don’t because our 172 makes too much racket and the window won’t really stay open in flight
I already beat you to it :). jokes aside. THANK you for this video even though I'm already a private pilot. Im sure I will have my future students watch this and your videos if I become a CFI.
What’s that drum beat and guitar clip from? This was excellent pre fight check … can you do one for the piper cherokee. This is the best pre flight check video I’ve seen and I’ve seen many
Hey Josh great video! It would be really cool if you would make one pretty much just like this but for the Cherokee 140 like 48J that you’ve been flying in your real flight lesson videos.
Thanks! I’d like to make one in 48J. I dont know when I’ll be flying a Cherokee again. I’m moving to Alaska in a few days, but I plan to make lots more videos. If I get the chance, I will do that though
Hello - just wondering if you have any references (which aircraft / POHs / regulations) which state that cords showing on larger aircraft is OK (9:36 and 16:34). Love your content thank you!
This is just from experience working on fighter aircraft. It actually depends on the amount of plys that they have. When there is more than one ply, the manufacturers often run them different directions so you can see how many are left. The bottom layer often has red colored cords to make it obvious that the tires need to be replaced. I don’t know of a regulation or POH that tells you this though.
Yes I am. I WILL continue this channel, and I actually hope to have more time to make more videos. I will no longer be flying the C-130 and that will help me be able to focus on instructing and creating content.
@@FreePilotTraining it's basically just a small line of paint that crosses the tyre and the wheel, it shows if the tyre itself slips around the wheel. We've got them on pipers here in the UK!
Now I'm wondering what to do with contaminated fuel... 🤔 obviously drinking it was meant to be funny, but during my discovery flight there was no contamination so the cfi just poured it back into the tank
In the bad old days, we would just fling it (downwind, please) onto the ground, so it would spread out and evaporate quickly. Nowadays, there should be a container for used fuel somewhere near the ramp or the fuel pumps that you can pour it into. If your airport doesn't have one, please suggest that they get one.
@@johnopalko5223 I have a Fuel collection container that has a pin on it to be able to push the drain open. It’s about the size of a small jar and it is made of plastic and it has a screen on it. After you check all your fuel drain points, you just dump it back into the aircraft unless there’s water in it. After all seven bucks a gallon is not cheap. You can get that collection jar from Sportys pilot shop. It’s not that expensive. I also keep the other one on hands just for the screwdriver.
